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Canadian Rail 398 1987

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Canadian Rail 398 1987

Canadian Rail 8
:l —–
I
No. 398
MAY-JUNE 1987
–~

_v
Half a Century of
C.R.H.A. Publications
FIFTY YEARS AGO THE C.R.H.A. PRODUCED ISSUE NUMBER ONE OF A PUBLICATION CALLED THE
Bullelin oflhe Canadian Railroad Historical Associalion . Dated April 1937. il was afire-page mimeographed /lews leiter
distributed /0
fhe members ojlheAssocialion; then aboulfifly in /lumber, Th~rewere /5 issueso/theBulfetin produced before
publicatjon was
suspended ill December 1940 dUI! (0 World War II. After Ihe war thefunClion of the news and historical accoullls
was laken O
W by the News Report which began in Oc/aber 1949 Gnd in 1962 was renamed Canadian Rail. The old bulletin was
revived ill the 1950 s as a type a/monograph. and leleral of ,hese were produced over the yea~ slorting itk Number 16.
Theft,st ediloro/rhe C.R. H.A. Bulle/in. serving/rom 1937/0 1940 …. ·as Roben V. V. Nicholls, now Honourary Presidem 0/
the Association and. happily, stilllery active il/ the organizatiol/. The President in 1937 ….. as John Loye who serled as such/rom
its/ounding in /931 until 1947.
issue No. J dealt mostly with fhe commemoratiOIl o/Ihe Centennial a/Canadian Rai/ways in /936. much as we have, in 1986 ,
celebraled Ihe railway Sesquicelllennial, HOkever the very first ite/tl in the first issue was on editorial by John Loye which is as
meaningful/odayas il wasfifty years ago. Wejeellhot there is no beller way to stort our second half-century a/publication than by
reprinting Ihis e
dilOria! which so neatly sums up the aims alld objccthcs o/lhe C.R.H.A. Appropnalcly entitled
.. FORE WARD . here is fhefirsl arficle in Ihefirst C .R. H.A, publicalioll exactly as it was written fifty years ago.
Foreword
[N PRESENTING THIS, THE FIRST NUMBER OF ITS OFFICIA/. JOURNAL, THF CA.ADIAN RAILROAD
Histancal Association realizes in a modesl way Ihe ambition o/ils members since its/oul/dation.
The ultimate purpose
of Ihis publicalion is lO accumulOle gradually ill one compendium Ihe records a/Canadian railway
deveioplIIllIt. We propose that
ill future it will be a source o/reflrellce/or those who, like ourse/PeS. will be imere,lud lO kilO1 Ihe
circumstanCl.f altendil1~ lhi,f mOSI important nalional instilution/rom its i1lception to Us culmination in Ihe achievements a/the
presel1l da
We aim to distrihute lhe work o/gathenng in/orma!ion amo
llg many, by giving to eoch aporticular field in which to prOSCt-utc
research.
Herein lies a hidden advamage which our members are asked /0 discern, It is a certaint) fhar in pUTS/ling Ihe study 0/
their chosen suhject Ihey will discoper material not in their departmelll, but a/interest 10 a /ellow worker. [II all sllch cnsts tire
endeavor should be to transmit sllch in/ormatiun
to ils proper departmellt. and by following such a system a/reciprocal exchunfco/
historical material betkeen members, we shalf soo1/ possess records covering elery phase a/Canadian railn(lY hislory.
During
theft Ie years a/our Association s existence, we have not confined ourselles smclly 10 railway his/ory. II isailly nafuraJ
that
in the minds which form our circle, there should be a deep and engaging interest in
all that appertains 10 the delelopmelll 0/
sleam, imernul-combustion, and elec/rical transportation , whether on land or water, and as consequence. we hale adoPled Ihe
study and record
a/steamship, steamboat. alld streel-car hislory, and we propose /0 embrace fhe evolution of auial transport as
well,
Our ambition is as greal as
the/ield be/ore. us, but ouren/hl/siasm is proo/against discouragement. The Association is one/or
recreative study, where we may pursue 01 leisure our ulected theme with assuranceo!success, For, no maller how small may be
our contribution, the lillIe we
wit! contribute will be a coin in fhe collection thai is surely destined 10 be a treasure 0/ record in the
days
10 come.
TIre Presidem.

Published bi -monthly by the Canadian Railroad
Historical Association
P.O. Box 148 St. Constant P. Q.
J 0 L 1 X O. Subscription rates $ 25.00
($ 22.00 US fu nds if outside Canada)
EDITOR: Fred F. Angus
CO-EDITOR: Douglas N. W. Smith
PRODUCTION: M. Peter Murphy
OFFICIAL CARTOGRAPHER : William A Germaniuk
LAYOUT: Michel Paulet
FRONT AND BACK COVER:
The only early photo sofaI known that shows a Pressed Steel
Car Co. tram
in Montreal is this very clear view ofthefront of
Hochelaga barn in 1911. No. 865 dwarfs the others beside it.
mostly
tum-of-the-century open cars. Eight cars are visable
in the photo. all different. From left
to right they are: 833
Kuhlman 1906 scrapped
1936; 726 M.S.R. 1901 scrapped
1928; 245 M. S.R. 1896 scrapped 1917; 523 M. S.R. 1899
made convertable 1904 scrapped
1922; 2 nd93 M. S.R. 1899
scrapped
1925; 307 Lariviere 1896 scrapped 1915; 865
Pressed Steel Car 1907 scrapped 1938; 387 M. S.R. 1898
destroyed infire 1920. No.
865 and the others like it worked
out
of Hoc he lag a all their career but. unlike most of them • 865
did not survive to serve in extra service during World War II.
C.R.H.A. Archives. M. U. C. T. C. Collection.
ISSN 0008-4875
NEW BRUNSWICK DIVISION
P.O.
Box 1162
Saint
John,
New Brunswick E2 L 4G 7
ST. LAWRENCE VALLEY DIVISION
P.O.
Box 22 Station B
Montreal, Que.
H3B 3J5
TORONTO & YORK DIVISION
P.O.
Box 5849, Terminal A,
Toronto, Ontario M5W 1 P3
WINDSOR -ESSEX DIVISION
300 Cabana Road East,
Windsor, Ontario
N9G 1 A2
NIAGARA DIVISION
P.
O. Box 593
St. Catharines, Ontario L2 R
6W8
RIDEAU VALLEY DIVISION
P.O.
Box 962
Smiths Falls, Ontario K 7 A 5 A 5
ROCKY MOUNTAIN DIVISION
P.O.
Box 6102, Station C,
Edmonton, Alberta T5 B 2 N 0
CALGARY
& SOUTH WESTERN DIVISION
60 -6100, 4th Ave. NE.
Calgary, Alberta
T2 A 5 Z 8
CROWSNEST
& KETTLE-VALLEY DIVISION
P.O.
Box 400
Cranbrook, British Columbia V1 C 4 H 9
PACIFIC COAST DIVISION
P.O.
Box 1006, Station A,
Vancouver, British Columbia V6C 2 P1
KEYSTONE DIVISION
14 Reynolds
Bay
Winnipeg, Manitoba R3 K 0 M 4
KINGSTON DIVISION
P.O.
Box 103
Kingston, Ontario K 7 M 6 P 9
The Peanut Road
By: Ena Schneider
WITH EACH NEW YEAR HOPE SPRINGS ETERNAL
in the hearts of we mortals. The dawn of 1909 was no
different. Its arrival reinforced the belief
of the residents of
a farming area southwest of Edmonton, Alberta, that this was
the
year their hopes for a railroad would be realized. Their
instincts were
right-a road was chartered. But it was to be ten
years before they could enjoy a train ride to Rimbey, a distance
of32.9 miles, on the little railroad that was soon dubbed The
Peanut Line and another seven years before an extension was
built to Breton.
The road was chartered
in February 1909 as the Lacombe
and B1indrnan Valley Electric Railway Company
(L. &
B. V. E
.). A group of eighteen farmers, professional and
business
men, from the communities of Rimbey, Bentley and
Lacombe, chartered the railway.
I These men, headed by
Major William Bums McPherson, a local farmer, also became
the provisional directors
of the company, that had its head office
in Lacombe, Alberta.
The charter called for a railway propelled by electricity or
by any other motive or mechanical power. Originally it was
planned to build an electric railway, but later on this idea was
abandoned. From Lacombe it was to extend westerly to the
vicinity
of Bentley and then northwesterly towards Rimbey.
Gibson, Taylor & Strathy of Toronto, Winnipeg and
London, Eilgland ,-became the railways financial brokers and
promoters. Strathy was the only one with an intimate knowledge
I Statutes of Alberta 1909 Chapter 48
of the type of country the railway would pass through, because
he had been a resident of Lacombe.
2 It was not until 1913 when
they became majority stockholders that the promoters had civil
engineers on the ground for final location surveys.
In spite ofthe
enthusiasm and support of the local people the promoters had
difficulty raising the necessary funds.
In August 1913 the provincial government stepped into the
breach with a guarantee
of$ 7,000 per mile to enable 20 miles of
grade construction between Lacombe and Bentley to commence.
John
W. Shirkey, of Lacombe, won the contract. 3 There was
large crowd oflocal people to witness the turning
ofthe first sod
by the Honorable Senator Talbot on September 9 . So anxious
were they to see the railway
in operation, farmers lent their own
teams
to assist the contracfor with the grading.
To celebrate the
commencement
of active construction, the promoters hosted a
Thanksgiving banquet for residents
of Bentley the following
month.
4 But the initial spurt of progress soon slowed down to a
trickle. The advent
of winter brought the work to a standstill.
Grading operations resumed
at the end of April 1914 with
forty teams.
5 Stuart L. Brown was superintendent of construc­
tion with headquarters at Lacombe.
The Edmonton Bulletin of
May 9 was moved to run the headline SPLENDID
PROGRESS BEING MADE ON THE LACOMBE
BLINDMAN VALLEY RAILWAY LINE. The railway
was expected to reach Bentley by July
15 but World War I
intervened and it was 1917 before steel was laid by the Alberta
government.
6
This is Baguley Cars Ltd. No.
533, outshopped August
14
1913. Called the Lacombe,
it ran between Bentley and
Lacombe. It
was ostensibly a
McEwan Pratt vehicle. The
company went into liquidation
in 1911 and Baguley bought
the company and kept
it alive
as a subsidiary. In
1914 the
car was photographed
on the
Lacombe
& Blindman Electric
Railway which later became
the Lacombe
& Northwestern
Railway. The railway was
purchased by the
C. P. R. in
1928 and the car was scrapped
in Ogden shops that same year.
Provincial Archives
of
Alberta. Photo No. 70.206.
2 The Western Globe ,Alberta Wednesday, October 1,1913 andApril8.
1914 Lacombe Guardian
Oct. 22. 1913
Lacombe Guardian April 24 1914
6 •
Northern Alberta Railways Company files
3 Lacombe Guardian Sept. 12. 1913
CANADIAN
Q
-UC—
Lacombe & North-Western Railway
Petrol-hydraulic Railcar Lacombe M-l
Builder:
Built:
Gauge:
Seating
Capacity:
Length over
headstock:
Engine:
Transmissio
n:
Brakes:
Lighting:
Inside
rmish:
Outside
rmish:
McEwan, Pratt & Co., a subsidiary of Baguley Cars
Ltd., London, England. It was outs hopped 14 August
1913 as Baguley Car No. 533.
1913 .
4
ft. 8.5 in.
36 passengers.
33
ft.
Six-cylinder, 140 x 156 mlm giving 85 h.p. on
kerosene,
or 95 to J 00 h. p. on petrol.
Hydraulic, consisting
of one Hele Shaw pump direct
coupled to engine, and two motors one driving each axle
of driving bogie. The Carnpayne Hele-Shaw Trans­
mission was a system of power transmission by oil under
pressure.
Both Westinghouse and hand brake fitted.
Electric lighting.
Teak and Russian maple.
Oak battens and tin panels.
77
R A I L
Drawiflg of Pctrol-Hrtlraulic I30gic Coach.
PETPOL-J-IYDRATIT.IC RAIL CAR
LACOMBE No. M-l
The outbreak of war brought work on the railway to a halt.
But not before the railway purchased a petrol-hydraulic rail
car and placed an order for construction
of a locomotive to be
operated on the same system, which was cancelled shortly
afterwards. The car delivered was built by Baguley Cars Ltd .
of
England with a hydraulic Hele -Shaw transmission. 7 Although
ordered by the Edmonton Interurban Railway, all the manu­
facturers subsequent records referred to the purchaser as the
L. & B.V.E.8
A picture was taken
of the car at Lacombe in 1914 but it was
not until later years that it ran on the railway.
The car was
named
Lacombe , Number M -1 . In his researched history of
the Edmonton Interurban Railway R. F. Corley suggests that
car Lacombe may have been used on that railway until
their car barns burned
in 1915 . The car was used on the L. &
B. V.E. from 1917 . (It was scrapped by the CPR in 1928 .) 91t
had a seating capacity of 36, in a passenger compartment
divided into smoking and non -smoking sections. This was later
reduced to accommodation for 24 passengers and extra space
turned into a baggage room.
In 1914 Machinist
W.D. Brown was lured to Canada from
England under contract to take care
ofthe Lacombe . He had
been employed
in the McEwan Pratt machine shops. When that
company went into liquidation
in 1911 it was bought by Baguley
Cars, and was operated as a subsidiary. ,_
Although
he was an excellent machinist, Browns experience
in steam railway work and its equipment was limited. IO A good
deal
of the equipment used on the L. & N. W. was from the
Alberta and
Great Waterways Railway (A. & G. W .), or
leased from other railways. Most of it had seen better days and
there were difficulties
in keeping it in operating condition, (This
led to
Browns replacement as machinist foreman shortly after
John Callaghan became General Manager
of the railway.)
The crash
of the real estate market along with the outbreak of
World War I caused the railway promoters severe cash flow
problems. They even had trouble paying their bills locally.
Financing further building on the
L. & B. V. E. Railway
became an impossibility. In
1917 the provincial government
authorized another guarantee
of funds . Material and equipment
were scarce. To solve the problem the entire trackage
of two
short railway lines
in the Province were bought and re­
assembled at Lacombe. This enabled steel to be laid from
Lacombe and the first train finally reached Bentley.
11
In 1918 the government assumed control of the railway: first
under the Department
of Public Works, and then under the
Department of Railways and Telephones. Norman
L. Harvey,
Deputy Minister of Telephones became General Manager and
Harry
A. Warner was appointed Chief Engineer and Superin­
tendent.
12 Fred T . Ames was the resident engineer in charge of
construction and operation.
Harvey had little knowledge of actual railway construction
work. His experience had been garnered
in the accounting and
executive departments
of Canadian Northern Railways. But
Warner had considerable experience
in this area. He had
worked for the Edmonton, Dunvegan and British Columbia
Railway
(E.D. & B. C.) prior to joining the Department of
Railways.
Provincial Archives of Alberta. Acc. 71.2
City
of Edmonton Archives MS25
9 CP Rail info,
10 John Callaghans letter of Feb .24,1922 to Hon. Vernor Smith, Min,
of Railway and Telephones,
II Provincial Archives of Alberta Acc. 84.388. Box 315
At a meeting on November 30, 1918, the railways
shareholders elected twelve members
of the cabinet council and
government officials to be directors
of the company. The
government had begun buying up shares from those willing to
part with them, paying35 to 90 cents per share. (By 1926 4549
shares had been acquired for an outlay
of $2,105.85.) The
name
of the railway was also changed to the Lacombe and
Northwestern Railways
(L. & N . W .) . 13
Again progress on the railway building ground to a halt.
Residents
of the area tell of local men so frustrated by all the
stops and starts they took matters into their own hands.
Despairing
of the railway ever reaching Rimbey they set about
building the grade themselves. Almost immediately the govern­
ment had a work crew taking over the task. Track was laid into
Rimbey during the fall
of 1919 . The combination engine house
and machine shop located at Bentley was moved to the new end
of steel.
14 A converted boxcar served as the depot.
The crowd
of area residents that met in Lacombe to ride the
first train and celebrate all the way to Rimbey, was a jubilant
one. They had waited so long for this railway. The train with
its
small consist soon became known as The Peanut Special .
Meanwhile railway builder
J.D. McArthur of Winnipeg was
floundering
in an economic quagmire. The railways he was
building and operating north
of Edmonton were in dire financial
straits. By 1920 the Alberta Government felt it had little choice
but to take over the ailing roads.
It managed to lease those
running into the Peace River area to Canadian Pacific Railways
(C. P . R.) for a five year term. The government decided to
manage the
A. & G. W. along with the L. & N. W. The head
office staff
in Edmonton handled administration for both
railways.
During 1920 the track was ex tended beyond Rimbey to reach
a pit with a good supply
of ballast . Headquarters for the Rimbey
section was located
in the vicinity of the pit. Section Foreman
Felix Monty Montalbetti was an ex-CPR Extra Gang
Foreman.
He was a heavy set man with a bushy moustache
which
he had a tendency to stroke when he was angry.
Nevertheless,
he was kindly to the inexperienced young men on
the section. When one
of them experienced difficulty with some
assigned work,
he would say, Just a minute, boy, Ill show
you how.
15 And he did.
Philip Debney succeeded Ames as resident engineer
in
August 1920. He had emigrate~ from England in 1912 and after
a short stint with the Canadian
Northern, joined the E.D. &
B.C. Railway. He served overseas in the First World War and
attained the rank of Colonel.
16 On his return he joined the staff
of the L.
& N. W. It was his responsibility to complete the
ballasting program on existing track.
17
Meanwhile, changes were taking place in management.
With the resignation of Norman Harvey
on 29 March 1921,
Harry Warner became Acting General Manager.
At a meeting
of the Board of Directors on 4 August 1921 , he was appointed
General Manager and Chief Engineer, retroactive to 30
March 1921
.
Warners term as General Manager was short lived. He
resigned shortly after the United Farmers took over the reins of
government. The new Minister
of Railways and Telephones
12 Board of Directors meeting Aug. 4. 1921
13 Northern Alberta Railways Company files -History of L. & N. W.
14 Department of Railways Annual Report 1922
15 R.V. Storms letter Nov. 1984
16 More Edmonton Stories by Tony Caslunan
17 NAR files -Interview with Hon. Chas. Stewart April 22, 1921
CA NAD IAN
79
Vernor Smith appointed John Callaghan to replace Warner.
(His signature was always
J no. Callaghan). Callaghan
immediately set about reducing the office staff
by 3 5 % .
Callaghan had a long and distinguished career in railway
construction. Employees discovered he was not an easy man to
work for, nor with.
He was one of the last of a breed of railway
managers from a generation where the boss was
BOSS. A
bachelor, Callaghan devoted himself to his work and it
is
doubtful that any other man in railroad management could, or
did, operate a railway more economically.
That year Jamieson Construction Company won the contract
for ballasting and surfacing the track on the L. & N . W. 18 This
company had done other work on the line during the previous
two years. Difficulties with the railway developed regarding the
cost of ballast work. Jamieson Construction attempted to
renegotiate with the government. The argument ended
up in
court where the construction company won its case, much to the
annoyance
of John Callaghan.
Gull Lake (in
Aspen Beach Provincial Park), located
between Lacombe and Bentley, had become a popular summer
resort. Two McKeen self-propelled passenger cars had
operated for some years
on the A. & G. W. Railway between
Edmonton and Lac
La Biche. Breakdowns were occurring with
alarming frequently.
It was hoped the McKeen cars could
handle the summer traffic on the shorter haul from Lacombe to
Gull Lake. In the summer
of 1921 one of the cars was brought
down
as an experiment. It broke down before completing the
season and had to be hauled back to Edmonton.
The McKeen cars were the forerunners
of the Baguley Car
mentioned earlier. Car 709 was built in 1910 and Car 711 the
following year
by the McKeen Motor Car Company of Omaha,
Nebraska, for the Woodstock & Sycamore Traction Company
of Illinois.
19 The cars were purchased in 1914 by J. D.
McArthur for use on his rail lines spreading into northern
Alberta.
McKeen car No.7 11 operated on the A . & G. W. and L. & N. W. Railways. It
was built by McKeen in 1911 Jorthe Woodstock& Sycamore Traction Co. It had
a
55 Joot long steel body and a 200 horsepower engine. This car had a seating
capacity oJ75 persons. Thefront oJthe car resembled the bow oJa ship and the windows
were like portholes. Its glaring weakness was its manually actuated transmission;
it is believed that had they been equipped with a modern transmission system they would have been a huge success. This car was
renumbered
N.A.R. No. 1951 sometime prior to 1929. Shown are engineer
Hank Kelly and conductor Frank Waite. Photo:
C.N. Rail. Edmonton.
R A L
The front of the cars were shaped like the bow of a ship and
the windows resembled portholes. The cars were ahead of their
time, except for the transmission. They had a manually
actuated mechanical transmission.
It is said that had they been
equipped with a modern transmission system they would have
been a huge success.
In November
1921 engineer Henry Dimsdale succeeded
Debney, who had moved on to greener pastures. Dimsdale
arrived from the A .
& G. W. Construction Department where
he had been resident engineer for three months.
Dimsdale was an able man who held definite opinions. Born
in southern Ontari0 in 1873 , he became a teacher at the age of
sixteen, but found the occupation too tame for his tastes. He
was a natural mathematician and this, coupled with his zest for
adventure, led him into civil engineering.
Between
1921 and 1924 he handled railway construction on
the
A. & G.W., the L. & N.W. and the E.D. & B.C.
2o
During a break in railway employment in 1923 he held the
position
of Commissioner of Highways. But his involvement
with railroad construction was to continue until retirement. The
hamlet
of Dimsdale, 9 miles west of Grande Prairie, bears his
name.
In May 1922 Dimsdale handed over his responsibilities to
Howard Warner Tye. Tye was not nearly as forceful a
personality as his predecessor. Born
in Ontario, he graduated
from the University of Toronto
in 1906. He had prior
engineering experience with the C.
P. R. where he had worked
with
Mr. Callaghan. Tye went on to become Chief Engineer of
the government railways and later the Northern Alberta
Railways. Although
he was of serious countenance his
colleagues found him to be a kindly
man, who was frugal with
the
companys money.
That year the government again advanced a loan to the L. &
N . W. to enable its building to progress. W. A. Dutton of
Winnipeg won the contract for construction of the grade west to
Hoadley.
21 Railway work crews handled the bridging, track­
laying and ballasting. The end of the year heralded the first
freight and passenger service into Hoadley.
22 Mr. Tye received
a
paton the back for keeping the cost of the extension well within
the original estimate.
While the road was advancing some eight acres were
acquired adjacent to Lacombe for a terminal. A wye was built
and the engine house and machine shop moved from Rimbey.
The water tank and pump house were dismantled and moved
from Outlet Creek (Mile 19.6) to Lacombe. The freight
warehouse at Bentley was converted into two temporary station
buildings.23
It was the responsibility of Locomotive Foreman Charles
Bellis, a young Welshman, to ensure that the equipment
in the
shops at Lacombe was
in operating condition. The railway was
18 4 Aug. 1921 minutes board of directors
19 The Marker magazine of Alberta Pioneer Railway Association,
P.141
20 Provincial Archives of Alberta Acc. 84.388, file 02.211
21 Meeting Board of Directors, Sept. 21,1922
22 Annual report for year ending Dec. 31 , 1922
23 Min. of Railways Annual Report 1922
using No. 7 , a mogul type2-6-0 locomotive, from the E .D. &
B.C. It was built in 1907 and bought by J.D. McArthur in
1913 . Its open cab, with only a heavy canvas over the entrance
for protection, could be bitterly cold in the winter. A. & G. W .
No. 28, a ten wheel 4-6-0 type, also operated on the L. &
N . W. It had been built by Canadian Locomotive Co.,
Kingston, Ontario, for the A. & G. W. in 1915 .
The
train crew operating
the Peanut Special were known
affectionately by the local travellers as outlaws. A number
of
them had been on the CPR at one time or another. The reasons
for the railway and the men parting company are obscure, but
they found themselves on this small road.
Conductor
George Mack McClure was a friendly fellow,
who loved to share ajoke with his passengers. 24 Engineer Hiram
Maltby was an elderly man then.
He was not adverse to backing
up to enable a tardy passenger to board the train. Nor was it
Northern Alberta Rys. No.7 at
Jarvie Alberta
in 1936.
Photo courtesy
of Don Baker,
former section foreman
of N.A.R.
unusual for him to stop the train and allow passengers to pick
berries en route.
A furor erupted
in May 1922 when General Manager John
Callaghan discovered
the alleged hire and upkeep of a Ford
car on the
companys books. An investigation revealed the car
had been bought second -hand
in April 1919, on instructions
from Superintendent Harry
Warner, for use when supervising
grading operations.
At Lacombe it was put on the payroll in
the name of resident engineer Fred Ames at$100.00 per month
as well all upkeep and running expenses. (It is interesting to note
that Harry Warner was earning
$150 a month himself at the
time.) When Philip Debney succeeded Ames on August 1 ,
1920 the hire and upkeep for the car reverted to
him. Debney
was instructed to discontinue the charges
in July 1921 as a
provincial election approached.
25 (If this happened in 1987 the
media would have a field day.)
Dunvegan yards of the Edmonton
Dunvegan
& British Columbia was
the site as engine No.7 was photo­
graphed
on May 25 1929. Left to
right we see switchman (brakeman)
Billy Mail, fireman Clarence
Comrie, engineer
Nick Nichols,
switch foreman (conductor) Walter
Crawford. According
to N.A. R.
jiles,
No.7 was built in 1907 and
was purchased second-hand by J. D.
McArthur, the builder
of the E.D. &
B. C., the Central Canada Ry. and
the Alberta
& Great Waterways Ry.
ThepurchasepriceofNo. 7
in 1912-13
was $14,060.
Glenbow Archives, McDermid
Studio Collection
No.
ND-3-4627.
24 .. The Early History of Bentley and District by Bert Degroff.
25 Provincial Archives of Alberta, Ace. 84.388, me 1100.150.1
CANADIAN
N.A.R. NO.7 was a Mogul type (2-6-0). In this photo we
see the heavy canvas curtain over the open cab doorway. -Those cabs
were really cold in the winter with only the heat from the firebox
to warm the occupants. The siphon can be
seen coming down over the tender in this picture. Photo courtesy
of R.D. C. Comrie, retired N.A. R. Master Mechanic.
81
R A L
N.A .R. ten-wheeler No. 28. She had 19..X 26 cylinders, 180 lbs. pressure, 102,000
Ibs weight on drivers and 23,000
~bs. tractive effort. Built by Canadian Locomotive in Kingston m
1915 for A. & G. W. In November 1950 it was sold to
Esjay Supply Co. Ltd. of Edmonton at $6.00 per net ton
F. O.l!. Dunvegan yards. All journal and engine truck brasses re!amed the property
of the N.A. R. Shown (in cab) engineer Spike MacFarlane, (on ground) left
to right, engineers Bill Barnes and Duke Kowarski.
Photo courtesy
of collection of Stan Hryniuk, then American Ditcher operator.
This picture
was taken of A. & G. W. No. 28 at Old Waterways (now Draper) on the A. & G. W. about
1926. TIle conductor is Fred Martin and the engineer is Charlie Snyder. Photo courtesy
of Provincial Archives of Alberta, No. A3936.
CANADIAN
82
R A I L
During its years in the drivers seat, the Government of
Alberta made futile attempts to unload the railway on Canadian
National or Canadian Pacific Railways. By 1923 the total
number
of passengers carried during the year had dwindled to
4,650. Operating expenses and taxes outweighed operating
revenue for the year by
$ 3, 111.51 .
Regular maintenance continued as plans progressed for
another ex tension. By 1925 contracts were let for construction
from Hoadley to the new townsite
of Breton. Bill Davidson,
who later joined the CPR, was the civil engineer in charge of
construction. 26
R. V. Pat Storms left the section crew to join the steel
laying gang.
He recalls the pioneer track layer was discarded
when it did not function properly. With no replacement
available there was no alternative but to continue the work by
hand. Rails were dumped off
each side of the track and eight
straining men with rail tongs carried the heavy rails forward. In
spite
of this slow procedure, the men laid up to a mile a day. By
freeze -up the track had reached Winfield. Work began again
in
the spring.
Lacombe & Northwestern No. 71 on train No.2 at Smith
in 1927. Engineer is Jack Brown, conductor Kenny McLennan, watchman Charlie Passmore,
locomotive
foreman George Bisson (at Font). Others unknown. No. 71
was constructed/or the L. & N. W. Ry. by Canadian
Locomotive
Co. 0/ Kingston in 1926 and was delivered in August
o/that year.
Photo courtesy
0/ R. D. C. Comrie, retired N. A . R. Master Mechanic.
CANADIAN LOCOMOTIVE COMPANY, Limited.
Kingston,
Ontario.
February 10, 1926 .
Specification No. C-326
Of a … . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Consolidation Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Locomotive
Class
280-s-167 ….. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Gauge of Track 4 -8 W …………………………….. .
LACOMBE & NORTH-WESTERN LOCOMOTIVE NO. 71
Cylinders
Driving Fuel BOILER FIRE BOX TUBES
Wheel
Diam. Stroke Diameter Kind Diameter Pressure Length Width Number Diameter Length
soft
63
Vz 200#
114 .. 42Vz .. 144 2 13 -8
21 28
56 ..
coal 70 26 5 Ys
WHEEL BASE APPROXIMATE WEIGHT IN WORKING ORDER POUNDS Engme and
Driving Engine Tender about Truck Driving Trailer Engine Tender
15 -3 23-10 543 20000 148000 – – – –
168000 129000
HEATING SURFACES SQ.
FT. Maximum Factor Grate Tractive at Tubes Fire
Box Arch Tubes Total Superheater Area Power ADHESION
1520 166.5 13.5 1700 396 33.65
37400 3.935
LIMITATIONS
Weight
Weight Weight Width Wheel Base Length Height Above
All
Per Axle on Drivers Total Total Over All Smoke Stack Ten Filling Holds
37000 148000
– —- — — –

Tender, Type Eight wheel Capacity-Water 5500 Imp. Gallons, Fuel 10 tons.
GENERAL DESIGN SHOWN BY Photo of British Government Engine No. 1301 except M.C.B. Coupler, Pilot, Laird
Crosshead, Cross Compound
Pump, Vestibule Cab, and wagon Top Boiler.
26 R.V. Storms letter Nov. 1984
A nl:w consolidation -type locomotive, No. 71, built by
Canadian Locomotive Works, Kingston, Ontario, replaced
engine
No. 28 in work train service. 27 Although it was more
suited to this type
of work, it derailed shortly afterwards while
unloading ballast.
It was quickly rerailed and work proceeded
with
no major mishaps. The track reached the railways
terminus at Breton in November 1926 .28 Tommy Roberts, who
was assistant agent
at the station at Lacombe, was moved to
breton as agent.
A mixed freight and passenger service was quickly inaugurated
between Lacombe and Breton. A.
& G. W. combination
passenger and baggage car
No. 12 was spruced up with a new coat
of paint . Emblazoned with the words Lacombe & North­
Western Ry and number 104 it set out on its new run. The
decor in the passenger area was quite ornate with a carved
wooden arch dividing it into two sections. The top portion
of the
windows were fashloned from stained glass.
29
By March 1927 John James Glover was occupying the
portable station building at Breton.
He had bumped
Roberts, who returned to hls previous position at Lacombe.
Glover had very little previous experience as an agent. Born
in
Scotland, Glover had come to Canada as a youth. Hejoined the
CPR in 1919 as a railway policeman.
Formerly A. & G. W. car No. 12, this combination passenger and baggage car was renumbered
104
jor the Lacombe & North-western Railway. It ended its years as N.A .R. No. 1650.
Provincial Archives
oj Alberta photo No. 79.77.
Lacombe & North-Western Railways
Combination Passenger and Baggage Car 104
Purchased: From the Hotchkiss Blue Company, Chicago by the Alberta
and Great Waterways Railway in 1917.
It was originally
numbered
12.
Built:
Weight:
Length over
end sills:
Width: 1900
97,100 lbs.
65 feet
9 feet
Sills: Six, made
of pine
Tandem Miner draft gear.
Composite four-wheel trucks
Steel-tired wheels
Journals:
5 x 9
Hoppers: St. Pans Type
16 Cylinder Brake equipment
Lighting: Oil lamp
27 Annual Report for the year 1926
28 Annual Report for the year 1927
29 R. D. Clarence Comrie, retired Master Mechanic, Northern Alberta
Railways
CANADIAN
Lacombe & N orth-Western Hail­
way Company
The Lacombe & Norlh·Weslern RBilR), senes a large and produclive lerriIOr) in Ihat
pRrl or Ihe Pr:>·
vince of Alberla Iring north·west oC Lncomoe, Ihat point being ils
soulhern lerminus.
From Lacombe to Hoadley the railway Iraverses n highly.developed CRrming country, unexcelled.
Cor
grRin hog, and caltle raising, and Cor mixed farming generally. From Hoadley norlh, the counlry
is oC a rolling and
parlly wooded nalure, but for Ihe mOSI
part the soil is fertile, and this ~re~ is gradualiy
beine sellied and brought under cultivation. Easl and
weSI of Ihis porlion of Ihe line there are large areas
of merchanlable timber Ihieh are being developed
01 the present time, Ihere now being six sawmills operRling in Ihe
districl, ith sevcral more commen~·
ing opera lions within the near Cuture.
At Aspen Beach, localed upon the ~oulh shore of Guli Lake,
there is a popular family summcr resort.
Benlley and Rimbey, both thriving villages, are 10
caled in Ihe fertile Blindman Valley, and particulars
and information as to Iheir dislricts may be secured from
their respective Boards of Trade. Breton, the ne,,
terminus oC the railway, will be the shipping point {or a large area, eli adapted (or grain and mixed Carming. This dislricl
has been only partiali) developed up
to the present lime, owinl to ils Cormer
remoleness Crom railway facilities, but IS no,,· rapidl)
seltling up, and 111 undoubledly become one oC the most
prosperous farming dislriets in the Prvvince within the .not
dislant future.
Facililies for the shipment oC grain are provided by eleva
lars localed al Aspen Beach (1); Benlle),
(2) i Forshee (1); Rimbey (2); and Blufflon (1),
There are stockyards and loading platforms al Aspen Beach, Bcnlle), Forshee, Rimbey, Blufflon, Nugent, Hoadley,
~infleld and Brelon.
The Railway Company has townsites at Benlley, Rimbey,
~infleld and Breton, all of which points are
shipping centres for large areas of productive and
constantly developing territory, and hich conse·
quently present altraClie business opporlulI:l:es.
For further information in regard to this dislrict, apply
to General Manager, Lacombe & Norlh·Weslern
Railway Company, Edmonlon, Alberta.
The agency work on the L. & N . W. was a far cry from hjs
days of railway police work and
Glovers stint as an agent only
lasted a
year. By the end of 1928 he was working as claims
investigator for the E .
D. & B . C. By its nature his job endeared
him to few.
It also earned him the nickname Flatfoot .
Nevertheless Glover handled his job
as he perceived it should be
done and he did enjoy it a lot more than agency work.
Negotiations for the sale
of the railway to the Canadian
Pacific Railways continued
all the while. By 1928 an agreement
to sell the road for
$1,500,000 was hammered out. The
transcontinental railway assumed responsibility for the bonded
indebtedness
of$ 273,000.
30
It was with relief that the Alberta
Government handed over operation of the little railway to the
C.P.R. on March 1, 1928.
30 NARFiles
31 NAR Files
84
R A L
~
·7..s·===================~·,!
~/~ .~
l
JAN. 5th, 1927
lACOMBE & NORTH-WESTERN
RAILWAY
LOCAL TIME TABLE
LACOMBE
BENTLEY
RIMBEY
HOADLEY
WINFIELD
BRETON
JNO. CALLAGHAN,
General Mamtger,
Edmonton
,~~~.==========~======================~~~~
Arrangements were made with the C. P. R. for running crews
to be taken over with the railway.
31 Their seniority was
recognized, but it meant little
in such a large organization. But
it proved advantageous to some like Fireman Giles McDonald,
who eventually became a locomotive engineer. He was from the
Lacombe area and had worked on the
E. D. & B. C. before
moving closer to home. His railway career came to a tragic end
when he was killed
in an accident on the Edmonton to Hardisty
run.
32
Pat Storms recalls that men on the CPR main line then bid in
the section jobs on the L. & N. W. His seniority was such that
he was unable to hold
ajob on the section. Instead he accepted
the job of patrolling the track between Hoadley and Breton for
fires started by steam engines. Patrols were done by jigger. This
32 R.D.C. Comrie, Master Mechanic , andR.V. Storms, Superintendent,
both retired
from Northern Alberta Railways
was a small track vehicle with two wheels on one rail and one
wheel extending out on the other rail.
It was operated by the
pumping action
of pulling with the hands and pushing with the
feet.
To his disappointment he lost the job when it rained
steadily for several days.
Pat resumed his railway career in 1930 with the newly
established Northern Alberta Railways. There he acquired
experience
in various positions and eventually retired from the
position
of Operations Manager. He was a well respected
official with a healthy esteem for those who worked
in every area
of railroading garnered through his own experiences on both
railways. But for a wet spell
in the weather it might have been the
C.P.R. he retired from.
For the C.P .R. the L. & N. W. was only useful as part of its
Lacombe & North-Western Railway
LACOMllE, HOADLEY and mmTON
H(,lId ))olln Hend
Vp
No. I
Tues.
Fri.
A.M.
7.30 { 7.52 8.15 8.50 9.13 9.45
10.2.5
10.35
10.50
A.M.
Tues. Fri.
No.3
Wed. Miles
A.M.
7.30
{ 8.15 8.50 { 9.13
9.38
10.05
{10.15
10.30
10.35
10.59 I ……..
11.25
I ……..
11;55
f …. _ ..
12.35
P.III.
Wed.
0.0
6.5
12.3 18.3 26.2 32.9
41.0 43.7
4B.9 4B.9
55.1
5B.3
59.5
61.9 64.6
6B.1
71.4
L. & N. W. Hy.
STATIO?S
.,.; …… Lacombe …….. A.
……………. Kasha …… · ……. . ………. Aspen Beach …… ..
._ ……….. Bentley …. _ … __
, …………. Forshee ……. _.· .. .
…….. _ ….. Rimbey ….. __ .. ..
………….. Bluffton ……….. ..
………….. Nugent.. ………. ..
Art.} HOlfdle) { Ly. Ly. Art.
….. : ……. Townlake … , ……. . _ ………….
Drader ………… ..
…………. Winfield ………… .
………….. Nelspur ………… .
………….. Norbuck ………… .
………….. Antross ……….. ..
Arr. : …….. Hrclon ……… .v.
General Jllforlllotion
No.2
No.4 Tues.
Wed. Fri.
P.M.
6.45

r ;.45
5.25
r 5.00 4.40
4.10
r 4.00 3.45
3.35
3.11
r
2;45
r …….
2.15
r
1.35
P.M.
3.40
r 3.15 2.50
2.20
1.30
1.10
12.20
12.05
11.50
Y.M. *~~~.
Wed. Fri.
Time-T.blu herein Ire lubje-cr 10 chanle ilhout notice.
Time T.blt! herein .how time train5 .hould arri t and deparl
(rom the leveral IIlrionl, and connect with otbc-r rr.i;lS, but their
time or departure and .rrial Irc not guaranteed.
LOST TICKETS. R.IJ … ·.y Comp.niu trt-not responsible lor
lost tickets and as • precaution p.nen,ers upon purchuin, ticket
should make. note or the lorm .nd number 01 tile licket. 11so pllce of
IIle Ind due .nd dcslinuion. Similar prccauli)n ,hould be laken in
connection … ·jrh bas::,ale chick number •.
. BaCele lor fta, Itations. ,-bere A,entJ IfC not on dulV. mUll be
cbimcJ a bat,3,e car door ImmediatelY on uri ….. ,. Dlhu …. i.e ,II wi..ll
be carried to next Itation ,-hero there I. an A,enl on dUlY and held
lor rUr1htr orderl.
aaCllle Irom nl, IIalion. will be accepled and chtCked by bal
,3,Ctman on ,equest or puun,er, but will nOI be chtcked 10 poinu on
«nnulin& line from uCOmbo.
130 Iba. of baa,. Will be checked .ilhoul cnUlt (or every
.du1f Pllu:nCef Ind 75 lb.. for every child IfIellina on a h.lt
ticket. Sinelc piece. or baa, •• el,hln, o,er 230 lb •. will not be
chteked.
SI.,t must b. checked a leut ftheen lIIinulti berore Icbed­
.. ltd departure of Irllnl.
fOR REFERENCE MARKS SEE PACE 3.
larger system. With another extension added the small railway
eventually connected up with the Canadian Pacific Railways
Edmonton -Calgary branch at
Leduc. 33 The peanut line had
come
of age. (Copyrighted)
[About the Author:
Ena Schneider, who was an employee of the Northern
Alberta Railways for ten
years, is researching and writing the
story
of the railway. Mrs. Schneider would be interested in
obtaining further information on the L. & N. W. Ry., its
employees and photographs
of that railway, Norman Harvey
and Harry Warner. All material will be returned to the owners.
Address: 9819-92 Avenue,
Edmonton, Alberta. T6E 2V 4.
Tel:
(403) 439-0588) 1
Lacombe & North-Vestern Railway
LACOMBE -BRETON
———————————-
A.M. in Light Type. { Flag Stalion. P.M. in Dark Type
33 P.31 Lacombe Centennial Edition of Lacombe Globe
Eighty Years of Steel
the Story
of a Group of Street Cars
and what resulted from them
By: Fred F. Angus.
THIS YEAR MARKS THE EIGHTIETH ANNIVERSARY
of the construction of a group often street cars which had a
profound effect on the design
of urban transit vehicles in
Canada. This group, known as the 863 -class, was a lot built
for the Montreal Street Railway
in 1907; the first steel street
cars
in Canada and among the very first in the world.
At the beginning of the twentieth century almost all railway
cars were built
of wood regardless of whether they belonged to
main -line railways, interurban or suburban lines,
or rapid­
transit and street railway systems.
For seventy years wood had
served well
as a car-building material and during this long
period it had
no really serious rival. In the early days this was
not surprising given the relatively
low speeds and small
dimensions
of railway trains. However in the 1850 s several
spectacular wrecks occurred in which flimsy passenger cars
were quickly reduced to kindling wood with consequent heavy
loss
of life , and, as a result, far -sighted inventors began to think
of metal cars. A few experimental iron passenger cars were built
from time
to time during-the second half of the nineteenth
century, but most development centred on strengthing and
improving the construction
of wooden cars, and the very small
handful
of metal cars were, by and large, short-lived oddities.
By the 1890 s it was realized that steel-frame freight cars could
carry heavier loads and so make more money for their owners,
but there was not as much incentive to apply the new technology
to passenger equipment until higher speeds and larger cars
finally caused the limits
of wooden construction to be reached in
the first decade of the twentieth century. Even then, however,
there was no sudden rush to steel,
in fact wooden passenger cars continued to be built for at least another twenty
years, and some
remained
in service into the 1960 s .
On the street railway scene there was even less pressure to
abandon wood. Cars were much smaller and lighter while
speeds were lower. In fact 1900 was less than a decade since the
days when the majority
of street railways had given up horses
and switched to electric power. A steel horsecar would have
been an absurdity, and the same feeling carried over into the
electric
era. Even on rapid -transit systems such as the elevated
lines
of New York and Chicago, or the underground railways of
London, wood construction was universal for passenger cars.
However
by 1900 the plans for deeper higher speed subways
were
in the works. Systems like the Interborough Rapid Transit
in New York, the Central Line in London and the Paris Metro
promised quick clean transit under the city streets. However
these second generation rapid -transit systems with their
higher speeds and greater capacity required more stringent
safety precautions. The thought
of what might happen in the
event
of a wreck in the subway was most frightening to say the
least. Transit officials must have had nightmares
of two
crowded trains colliding
in the tunnel at 30 or more miles an hour
and splintering and perhaps bursting into flames with huge loss
of life. One way to reduce this potential hazard was to use
stronger and less combustiable equipment
so, starting about
1900, rapid -transit operators began very seriously to consider
the best solution; steel. Construction on New
Yorks Inter­
borough Rapid Transit subway began
in 1900 and its proprietors
wanted to have all-steel rolling stock from the
start; but there
were 500 cars needed and not enough time to tool up and build
Thefirst steel street car. Builtfor New York City in 1905, it looks like a wooden car except for the rivets. But only one of these was built.
Street Railway Journal.
all these of steel before the scheduled opening date of 1904 . So
the first cars ordered by the
I. R. T. were composite, having
steel underframes and wooden bodies. AII-steel cars soon
followed, some
in time for the opening day, and within a few
years all wooden rolling stock was barred from the subway and
relegated to elevated and surface lines.
By 1905 steel cars
were, therefore, coming quickly into use
on rapid -transit lines and were just starting, at long last, to
appear
in passenger service on main -line railways. But the
street railways and interurbans were still the preserve
of the
Ubiquitous wooden car. Times were, however, changing and
in
1905 a few street railways, noting what was happening on
rapid -transit lines, began to make the first tentative feelers into
the new technology
of steel cars. It is not absolutely certain
which company took the first step; there have been several
claimants and most early plans never got
ofT the drawing board.
The first such car actually built appears to have been
No. 2356
of the Metropolitan Street Railway of New York City. This
pioneer, built by Pressed Steel
Car Co. of Pittsburgh in 1905 ,
looked almost exactly like a contemporary wooden car even
having the traditional curved sides; only the presence
of rivets
on the sides indicated that it was steel.
The following year ,
1906 , the Pressed Steel
Car Co., having received several orders from rapid -transit lines and even from one
or two main -line
railways, built a new larger factory. The first product
of this
new plant was
No. 1350, a California type (partly open, partly
closed) street
car for the United Railroads of San Francisco.
This car looked even more like a wooden car than the New York
one, for almost all the rivets were covered by a steel moulding,
and the steel posts were painted with artificial grain to resemble
wood. This phenomenon
of disguising steel to look like wood
was common
in the early days even on main -line railways. It
seemed as if the companies did not want to risk scaring ofT
passengers with something new and unfamiliar. This was
in
marked contrast to later years when old wooden cars were often
modernized to make them look like steel.
At any rate the first
steel cars still looked like the kind to which passengers had
grown accustomed over the years. Both the New York and San
Francisco cars appear to have been one –
of -a -kind experiments
and as 1907 began
few if any other steel street railway vehicles
had been built.
During these years
of progressive transit development one of
the leaders in progress was the Montreal Street Railway. In
1905 the M . S .
R. had created a revolution by starting the Pay
As You
Enter (P.A. Y.E.) system. (See Canadian Rail No.
386, May -June 1985). Having instituted one revolution the
A builders photo o/Montreal car865 at the works o/the Pressed Steel Car Co. in Pittsburg. The body is mounted on shop trucks
since the Brill trucks and other equipment
were installed in Montreal.
Street Railway Journal.
~-. —
—-~,

The under/raming and steel skeleton 0/ an 863 -class car as seen at the Pittsburg works during construction.
Street Railway Journal.
, I
.L .r-
r I (.
If (I
r
r
The only builders view of the interior of an863 -class tram available was, unfortunately, o/too poor quality to be reproduced. We
have, there/ore, substituted this view of wooden car813 which was built by Can-Car at the same time and is virtually identical
inside. Note the
blue-and-white interlocked tile on thefloor, also the bare wires where the lightflXtures would be installed when.
the car arrived on M. S. R. property. When the rubber tiling wore out it was replaced by the more conventional wooden strips used
on most later trams.
C.R.H.A. Archives. Can-Car collection.
CANADIAN
company was about to embark on a second one only two years
later, the results of which would be almost as momentous. Soon
after
P. A . Y. E. showed the practicability of larger cars, the
M. S. R. ordered 90 very large units which were delivered over a
20 -month period starting in
December 1906 . It is obvious that
the directors of the street railway had been watching very closely
the developments south
of the border and decided to take the big
step to steel. Accordingly an
order was placed with the Pressed
Steel Car Co. for ten all-steel street cars which would comprise
the last 10
of the 90 , the other 80 being of wood and from other
builders.
The fact that there were as many as ten ordered shows
that this was not an experiment like the previous
New York and
San
Francisco single -car orders. The Montreal order was
intended to be a group
of regular trams of the state of the art
construction and was almost certainly the first such order in the
world for steel city street
cars. For some reason the usually alert
Canadian magazine The Railway And Marine World seems to
have missed the
boat( or rather the car) and given only passing
mention
of this development. However the U. S. publication
Street Railway Journal more
than made up for this omission.
Realizing the significance
of what was happening, the S. R. J .
reported
at considerable length including printing detailed
construction drawings
of the cars. Due to the importance ofthis
report we quote from it extensively:
The recent delivery often pressed steel pay-as-you­
enter cars to the Montreal Street Railway Company
shows that this progressive railway refuses
to be left
behind others
in trying out the latest ideas in electric
rolling stock. The cars were built
at the Pittsburgh works
of the Pressed Steel Car Company of New York, and
resemble the wooden pay-as-you-enter car type so
closely that it
is doubtful whether the Montreal public
will detect the difference .
..
The underframing of the car body proper consists of
two longitudinal side sills and two center sills ofrolled
steel channel sections
and angles. The center sills are
spaced
to allow for the four motor trap doors required.
On each side between the center and side sills is a light
sill which helps
to carry the floor construction. The
longitudinal members are tied by two body bolsters
and
end sills of the channel section. The rest of the body
underframe consists
of four needle beams between the
bolsters extending from side sill
to side sill and shorter
beams between the center sills for the trap doors. Each
bolster
is formed of special forged channel shapes with
cover and bottom plates.
It is 9-1/2 inches deep at the
center bearing and 5 inches deep at the side bearing. The
channel shapes are attached
to the side sills by a wrought
bracket construction, the cover plates overlapping the
channels. The center bearing consists
of a casting riveted
between the side channels while the side bearings
consist
of castings shaped on a 2 -ft. 5 -in. radius bolted
to the lower side of the bolster for easy removal.
The platiorms are built up
offour channel members,
which are bolted
to the body underframe to facilitate
their removal
in case repairs are required. The corner
89
R A L
,,,,, Principal Dimensions and Equipment Data~
CLASS __ 863 _____ CARS
0lilh)!:iI.-W~coit-rroLGdA1 _boro.(Subdivi.ion of cJ.703
:un:ber of Clli.,, __ ~~ __ Typt _~~!Yi!.o en4-Z_~!.._ .. __ Date in St{vice . __ ft_~.!.~_J~_ .je3!iog-(.1]l:l.ci:·~.~~ ___ .:. of Cross SNlt~.,hg(. rull LO:lllJ.2~ ___ Pass. ill 14-0 lbs.1.7,SOQ.lbs.
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1)a( 0f Issue
posts are ofpressed steel, the side posts ofrolled tees and
the top plates of steel angles. There are twelve wrought
iron carlines. The vestibule framing
and platform
bearers are
of steel throughout. The outside panels,
which are
of 3/16 -in. cold rolled steel, are riveted
horizontally under the belt rail and vertically
at each
post
to permit the removal of single damaged panels . All
except the bottom line of rivets are covered with a steel
moulding
to give the car the same appearance as the
ordinary type. The
roof consists of tongued and grooved
white wood, painted with thick white lead
and covered
with
No.8 cotton duck, which is given three coats of
white lead.
The car doors are made
of oak. Those in thefront are
of the single half-glass sliding type. Thefront vestibule
door opens inwardly. The rear platform entrance door
also opens inwardly, but the exit door
is of the sliding
type.
All doors are glazed with 1/4 -in. plate glass. The
steps are covered with Mason safety treads
and provided
with a back riser
of malleable iron to close the step
opening
and thus prevent accidents to passengers by their
feet slipping through.
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SECTIONS OF FRONT PL …. TFDRM OF MONTREAL
jRF.SSEO STF.F.J. P.oW·AS·YOU·ENTER CAR
DETAIL OF DODY BOLSTER FOR
CANADIAN
91
R A L
SIDE ELEVATION A
END ELEVA.TION
S!DE AND END ELEVATIOlS AND P~RT CROSS·SECTiON 0;: MOKTR[.L PRES:;EO STEEL P.·\· ….. S~yOU_·I:::XT-J:::.R-CR

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BUlr 11.110, Sld6 8beet IShp 81M)
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SIDE HEVATION B
There are thirteen square windows on each side with
the upper part stationary and the lower dropping into
pockets below the belt rail. Pantasote spring roller
curtains are used. Storm sash guards are applied
to each
window. Three are three ventilators at the front end and
three
at the back end on both sides of the car hinged at the
ends and made
to open outward by cranks and handles
inside the cars. The remaining six (sic) on each side
of
the car are hinged.
The top
ofthefloor in the car is covered with the 3 /8 –
in. interlocking blue
and white rubber tiling which has
been found so successful in the other cars. The first
course
of flooring laid on the underframing consists of
1/ 16 -in. steel plate, upon which 13 /16 -in. long leaf
yellow pine boards are placed. The interior finish of the
car consists
of oak linings and mouldings for the doors,
a white maple ceiling
and polished brass trimmings.
Each car
is fitted with two longitudinal seats at the
rear or entering end
and one corner seat in the forward
part
of the car. These as well as the transverse seats are
of the Haywood Brothers & Wakefield type. The cross
seats have grab handles, but there are straps
in the rest of
the car. The braking equipment consists of hand brakes
in addition to air brakes. The body is mounted on two
Montreal trucks.
It should be noted from this description that, although the
cars were nominally of steel, there was considerable wood
in
A brill 27 f truck as used on the Pressed Steel cars.
their construction. This was usual on all steel cars right down to
the present time since the concept of a totally fireproof
car had
been given up as impractical
at a very early date.
The new cars went into service in November 1907 and were
given numbers 863 through
881 odd numbers only. Though very
closely resembling the contemporary wooden
cars, there were
differences. One major difference, not immediately apparant
at
a glance, was the fact that the sides were not curved below the
windows but were straight and vertical, a complete departure
from all previous Montreal city trams. The fact that
a rub rail
was present half way down tended to make the straight sides less
obvious. As on the San Francisco steel
car, many of the rivets
were covered
by steel moulding; most of this moulding was later
removed, exposing the rivets, but some remained on one
or two
cars until they were finally retired. Although the
S. R. J. report
stated that Montreal trucks would be used,
in actual fact the
863 -type were equipped with Brill
27 -F trucks, the same as on
.. Doing their bit for the war effort. A lineup of ten old trams waits on Ontario street East as worker climb aboard on a .sunny
afternoon
in 1943. The third car from the front is an 863 -class steel tram while the others are also 800 s but the wooden vanety. A
close look can quite easily detect the difference.
M. U. C. T. C. photo.
the 20 wooden cars built by Kuhlman at the same time. Despite
the radical difference
in construction the 863 s were always
considered
as part of the 703 class of which 80 were wood.
The basic dimensions were identical and the electrical and
mechanical equipment were the
same. The steel cars did weigh
about a ton more than the wooden
ones, 56,600 Ibs. against
54,700, and are said to have been slightly longer. With their
total length of 5 I ft.
10 in. and extreme width of8 ft. 8 in. they
were the largest and heaviest trams ever used
in city service in
Montreal with the exception of the two 80 -ft. articulated cars
built more than twenty years later.
All ten
of these new cars were assigned to the Hochelaga barn
located in
East-end Montreal and they ran from that same barn
for their entire career which averaged 40 years and, in the case
of two of them, reached the very respectable duration of 45
years. They were used
in regular service on Ste. Catherine
street where they proved very successful
in swallowing up the
crowds waiting at stops on this busiest line
in the city. Certainly
a large
P.A. Y. E. tram with its 9 -foot open rear platform could
load passengers at a far faster rate than the slow single -me
method now used on today s busses. The heavy construction
made
for a solid smooth ride and the drop-sash windows which
could be lowered out
of sight made the next-best thing to an
open car on those hot summer days. Better
in fact, for the
windows could be raised quickly back into place if one
of
Montreals sudden thunder storms broke. Altogether the most
comfortable way to travel on the
streets of the Edwardian
era.
The management of the street railway watched carefully the
performance
of the new cars. It soon appeared that some
problems existed,
for example the over-long rear platform, but
these had nothing to do with the steel construction but were
common to
all units of the 703 -class. Eventually, about 1913,
the platforms were shortened
by two feet and that problem was
solved. The actual body length and width were also a bit too
great for Montreal traffic; this could not be altered on these
cars, but
all later ones were slightly shorter and narrower. But
the most important test was passed easily, steel cars were fully
successful and the decision was made that
all new passenger
street cars
for Montreal would be of steel. This decision was
adhered to with two small exceptions. One steel suburban car
(No. 1051) was rebuilt with a wooden body in the 1920 s, and
years later,
in 1943, four wartime emergency cars (1175 to
1178) were built
of wood. However these five exceptions were
dwarfed
by the more than 950 steel cars constructed for
Montreal after 1907 , so
for all practical purposes it may be said
that following that date steel was used exclusively
for Montreal
trams. Therein lies the real significance
of the 863 class, for
Montreal thus became the first city
in the world to switch
entirely to steel
for its street cars.
Of course the type of construction used for later steel cars did
not stay static but kept pace with engineering development. The
primary objective of later designs was to save weight while
maintaining strength, and so reducing material costs, power
consumption and wear and tear on the track. Basically four
different types were introduced at various times, each type
lighter
than, and superseding, the previous. Since Montreal
was the pioneer in this technology we will use that city as the
example but, of course, parallel development was taking place
around the world. The nex t lot
of cars for Montreal were the first Canadian -built steel trams, the
901 series of fifty, built in 1910
and
1911 . These were smaller than the 863 s but were still the
same heavy box-like steel body.
By 1911 considerable
improvements were
in the works and the new design offered a
great saving in weight with little diminuation
in strength. In this
new design the main strength was in two big side plates which
extended only half-way up to the window sill, i.
e. as far as the
rub
rail, a distance of about 18 inches. The part above this
was only 1 /
16 inch sheet metal held in place by screws and
which could be replaced easily if damaged. The under frame was
therefore reduced
in size since the lower side carried much of the
load. This design,
of which Montreals first example was No.
1200, was very successful and 525 of them were built between
1911 and 1924 . Then came the lightweight steel cars with their
smooth clean -lined sides,
of which 367 were acquired by the
Montreal system between 1924 and
1943. Finally came the
very lightweight streamlined P .
C. C. cars. These were developed
in 1936 but Montreal had only 18 of them, bought in 1944.
However Toronto had at one time the largest fleet
of P . C. C. s
in the world (more than 700) and some are still in service
there.
By 1920 the steel street car had become a completely integral
part
of the urban transit scene. No longer was it thought
necessary to disguise a steel tram
as a wooden one as had been
done
in the days ofl905 through 1907 . Quite the contrary, the
steel car represented the modem age and many traction
companies steel-sheathed their old wooden cars to make them
look more up to date. This did not happen
in Montreal but did in
many other cities. For many years steel and wood (the latter
either steel-sheathed or un-rebuilt) co-existed on the streets
with wood gradually diminishing until
it became extinct just after
the middle
of the twentieth century _
Meanwhile the old 863 class
of the Montreal system
remained in service. Year in year out they continued their duties
on the many routes served from the Hochelaga bam. None was
specially equipped for suburban use, as were several Hochelaga
cars, but nevertheless they could be seen on most routes. Very
soon their special distinction as poineers was lost since they so
closely resembled the wooden cars that the average person did
not notice
(or care about) the differenc~; just as the Street
863, the first 0/ the lot, sits /orelornely in the yard behind
You ville shops onJune 271948. Its trucks have already been
removed, as has its destination sign, and the car body is
mounted on work -car trucks which accounts/or its pronounced
list
to Port to use a nautical term.
C.R.H.A. Archives. Toohey Collection. No. 48-291.
Ml·Hocan
lil.abo1Jnn
500;/ —
B11l
Dean
Or_shaw
l4OGonrn
Tinlllkeeper I
Be. Sora:>ping Bolling Stock llqulpJ111lt
Please be Ildvhei that the to1lowlng Bolling Stook
has been written ott and should be lorapped … BOon 618
oenventenll.-
11! 01lZ Bodies, .,~ -761 -167 -859 -866 –
877 -901 -90., -91T -919 –
925 -933 -9@ -949 -9615 –
967 -977 -983 -9S., –
989 -999.991
16 Pairl 11 II 2 Truoka with wheels l1li4 axle.
S Mountain &0 Gibson h-uok. with wheel. &0 axles
Class 60 Truoke

22 Set. Air Bral 22 O.E. 80 ~tor equ1pnent with K 6 Controller
YOur. truly,
~~
Supt. Rolling Stoo, (
Letter of February 141938 authorizing a group ofold cars to be
scrapped. This included 865 and 877, but some of the others on
the list survived until after the war.
Railway Journal had predicted in 1907. One proofofthis lack of
distinction is the scarcity of early photographs of these cars.
Diligent search has turned up only one pre -1940 photo of one
in
Montreal; a nice 1911 view of 865 standing, appropriately
enough, outside Hochelaga
bam. They were just ten out of a
fleet
of more than 1000, and the chances of one being in a photo
was accordingly small. After 1927 they were used mostly
in
rush hours but the series remained intact until the late 1930 so
On February
14 1938 a group of old cars in storage were
authorized to be scrapped, and this scrapping commenced later
that year. Some of the group that had not yet been scrapped were
saved for further use following the outbreak
of World War II,
but this reprieve was too late for the two 863 -class cars in the
group;
Nos. 865 and 877 were cut up in late 1938 or early
1939. In 1938 it had been expected that all
of the 1907 cars
would be gone by 1943 , but the war changed all that and they
saw very much more service until well after the war ended in
1945 . Starting
in 1947 some were placed in storage and by 1949
In late 1947 the 863 -class cars were disappearing, but most
were still busily at work. This clear view of 867 was taken on
Notre
Dame street on November 16 1947 as the car was going
into extra service
on the Ontario street line.
C.R.H.A. Archives. Toohey collection. No. 47-234.
Another view of867, this time in Hochelaga yard on
September
201947.
Photo by Omer Lavallee.
871 and 873 were retired in the autumn of 1947, and here
we see 871 at Youville shops on November 29 1947.
Already its destination sign is gone and snow is piled up on
the roof. Note the advertisement on the front for the
Montreal
East fair September 12 to 21. This indicates the
last time that
871 ran.
Photo by Omer Lavallee.
CANADIAN
95
Two very rare interior views of 873 taken at Youville on November 291947.
Note the seats turned against the wall for wartime service, also the ornate
original numerals 873 over the Dow sign. The closeup
view of the controls
includes the air brakes, hand brakes and emergency brake as well as a
re -railer
and the hole
where the motormans stool would be mounted.
Both photos by Omer Lavallee.
R A I L
This view 0/879 on Notre Dame street on December 6 1947 is notable because it shows some of the moulding that covered the
vertical lines o/rivets
on the right-hand side. Originally all these cars had this moulding both above and below the rub-rail, but
879 seems
to have been the only one to carry any of it to the end o/its days, a span offorty years.
Photo
by Omer Lavallee.
In our attempt to portray as many as possible of the
Pressed Steel cars
we present this group of three photos, all
taken
on December 27 1947, showing 867, 875, 881
coming along Notre Dame street near Hochelaga bam. 875
is heading for the Ste. Catherine run, while the others are
bound for Ontario. Such s sight of so many 863 s going by
would only
be seen for a few weeks longer as the new year
of 1948 arrived.
All photos by Orner Lavallee.
Note:
No photo is presently known of car 877.
Does anyone have one? In the spring
of 1948 the end of the line came for 875 which
is here seen on April 18 1948 just after coming to Youville
for the last time. The sign reading Store Furs
Now
indicates that the car had been in service not long before.
Photos
of the left-hand side of these cars are rare.
Photo by Orner Lavallee.
Messrs:
T. Bogen,
Shop
Super1nteDlent.
Re: Car. Written ott
/
A. Scott,
H. Carroll,
p. Gau thie r,
T. DeanJ
A. Labolle.
The tollow1Qg cars have been written oft our InTento17, Sld
will b. sorapped:
Nos: 739 873
806 875
86S 879
867 9??
87l 979
J 91
TheM oela are now in YouT1ll. Yard,. and you may remow
all or part ot the equ1Jll!1!nt tor spares.
Kindl7 advise tho ott! oe when you l8Jm?e any ot the parta.
Yours very tru17,
SUperintOlldant or Rolling stook.
JTC/XE
ee, Mr.J.ld.Soott
Letter of February 10 1949 authorizing scrapping of
six of the Pressed Steel cars that had been retired in
1947 and 1948.
CANADIAN
97
R A I L
1
On a sunny Sunday afternoon in January 1949 a group oJnine cars oJthe800 series wait in the back yard oJHochelaga car barn
ready
to go into service in theJollowing morning rush hour. The second-nearest to the camera is No. 881 which contrasts slightly
with its wooden contemporaries.
By this time 881 and 869 were the only Pressed Steel cars left in service, but they would both last
another three –
and -a -half years.
C.R.H.A. Archives. Toohey Collection. No. 49-18.
six were in mothballs. These were Nos. 863,867,871,873,
875,879. In February 1949 these six were officially retired and
authorized to
be scrapped, the actual scrapping taking place in
the spring and summer of 1949. Thus by the end of the 1940 s
only 869 and
881 remained and these were still in rush -hour
service
out
of Hochelaga. One irony is that, of the thirty -five
1907 cars remaining at the start of the 1950s, only two were of
steel compared to 33 of wood . Since the original proportion was
10 to 80 , the wooden cars actually lasted longer on the average,
but perhaps the extra weight
of the steel cars as well as the
corrosion due
to salt on the streets played a part in this. In 1950 ,
however
31 wooden cars were retired leaving only two(859 and
861) as well
as steel cars 869 and 881. The end was near
however and
in the late summer of 1952 the last of the 1907
trams were retired. The final irony was that the last wooden car
disappeared
from the streets of Montreal on the same day as the
last
of the type which had marked the beginning of the end for
wood; 45 years before! Placed in storage at Youville shops,
these four old cars passed the winter
in silence and in the spring
of 1953 the last of the Pressed Steel cars (869 and 881) were
scrapped along with wooden car 861 and a number
of newer
cars. Wooden car 859 was saved and is now at the Canadian
Railway Museum. So
in 1953 the pioneer series of steel trams
became extinct.
In closing this account a few personal memories would not be
out of place. The author recalls riding and observing the tramway lines
in the spring of 1952 when it was still possible to
see a big 8 , as they were fondly termed, in rush hours.
Sometimes one would appear on Ste. Catherine
street,
sometimes on Notre Dame, or Ontario street, or other runs. It
was difficult to predict where one would tum up, but if a tram-
After the retirements oj 1947 and 1948 the remaining two
Pressed Steel cars had a Jew more years left to them. No.
881
is seen at Notre Dame and Valois street in January
1949 running at a good speed.
C.
R.H.A. Archives. Toohey Collection .. No. 49-19.
watcher was persistant the chances were good of seeing or even
riding one. Especially memorable
is a day in June 1952, right
near the end, and boarding
881 just out of Hoc he lag a bam for a
trip on the Frontenac line.
For the last time it was possible to
experience the climb up the steep grade to Sherbrooke street on a
28
-ton tram with 180 horsepower whining away under the
floor, still solid and steady as a battleship as it had been for 45
years. Once the inside circuit-breaker let go with a loud bang
but this was all
part of the experience. The interior woodwork
still had the old lettering
of 1907, including the ornate numerals
on the end bulkheads, now darkened with age and many coats
of
varnish, the original silver faded to a dull gold but still clearly
visible. The windows still dropped into the side pockets allowing
the breeze to blow through as a
sort of natural air conditioning.
The seats were still turned against the sides recalling the time
of
World War II when they had been so turned to allow more
standees
in the days when these old cars were crowded to the
doors with workers
in war plants. The 1952 rush-hour
schedule called for only two round trips before the car was put
away for the night, and seeing old 881 heading out for the second
trip one was reminded
ofthe Hollywood westerns where the hero
rides off into the sunset as the movie fades out. So it was with
881 and the others of its type.
The Pressed Steel cars were built eighty years ago and they
have been gone for thirty –
five years, yet their successors carry
on. Every transit vehicle
today, be it street car, bus or rapid­
transit,
is built of steel, a material that was pioneered on the
streets
by these long gone cars, the 863 type of 1907 .
Still later, 869 stands behind Hochelaga bam on April 22 1950, sporting a new paint job complete with the
oval M. T. Co …
monogram. This shows the good maintenance given to Montreals street cars;
even these old timers received the latest overhauls and paint jobs
when required.
C.R.H.A. Archives. Toohey collection. No. 50-84.
Bibliography
The American Railroad passenger car.
By John H. White Jr. Baltimore 1978.
Montreals Electric Streetcars.
By Richard M. Binns.
Montreal 1973 .
Electric Railway Dictionary. New York
1911 .
Street Railway Journal. Various issues
in 1905 , 1906, 1907.
Canadian Rail. Various issues in
1960, 1961, 1962, 1963.
Letterbook of Superintendant
of Rolling Stock, You ville Shops.
Unpublished.
Appendix I
Dimensions of M. S. R. 863 Class Steel Trams as Built
Length over bumper casting (over all) . 51 ft. 10 in.
Length
of body over end sills. 35 ft. 6 in.
At last the end came, and here we see 881 in the scrap line at Youville
on March 27 1953. Notice that it had survived into the
era of the Montreal Transportation Commission and had received the flying T symbol in March
1952, only a few months befo;e retirement. The sign advertising Canada Savings bonds shows that
it was retired during the time the bonds were on sale in the autumn
of 1952.
Photo by Fred Angus.
Length inside of car (end lining) . 34 ft. 10-3/8 in.
Distance from centre to centre of trucks. 24 ft. 0 in.
Width outside
of side sheets. 8 ft. 5 -3/8 in.
At the same time the last of the Pressed Steel cars were retired, the last wooden cars came out
of service. This photo of wooden car 861 at Youville
on March 271953 is included to make a
comparison between the last
of the wood and the first of the steel in their last days. Note that,
even at the very end, the car bodies
were straight and did not show any sag. Photo by Fred Angus.
Width inside between truss planks. 7 ft. 7
-1 /8 in. Height from rail to eaves, lower deck. 9 ft. 4-15/16 in.
Width over belt rails (over all) . 8 ft. 8 in. Weight. 56,600
Lbs.
Width over eaves (lower deck) . 8 ft. 3
in.
Appendix II
Width over eaves (upper deck). 5
ft. 9-1/2 in.
Dates of Service of 863 -Class Trams
Width of side window opening. 2 ft.
5-7/8 in.
Car Number In Service Retired Scrapped
Height from rail to top of body floor. 3
ft. 5 -1 /4 in. 863 1907 c.1947 1949
865 1907
c. 1936 1938
Height
from rail to top of platform floor. 2
ft. 11-1/ 4 in. 867 1907 1948 1949
869
1907 1952 1953
Height from top
of body floor
871 1907 1947 1949
to top of roof. 7
ft. 8 -3 /4 in. 873 1907 1947 1949
875
1907 1948 1949
Height
from floor to ceiling, centre. 7 ft.
6-1/16 in. 877 1907 c. 1936 1938
879
1907 1948 1949
Height from rail to top
of car.
II ft. 2 in. 881 1907 1952 1953
Tatatnagouche
The Oxford Subdivision and environs
By: Norris Adams, (Vancouver, B.C.)
I WAS UNAWARE OF BOTH THE CURRENT AND
also the historic railway bonus that awaited me in distant
beautiful Nova Scotia. During two successive years I spent
my
weeks holidays in a camp overlooking the Northumberland
Strait and very close to where the French River joins the Waugh
River and advantageously Canadian National provides a
low
level trestle bridge-a great spot for rail-oriented photographers!
The only catches are the usual infrequency oftrains -one a day
in each direction is normal and / or the consistency of the
consists -most often – a diesel, a box car and a caboose.
Picture 1 (one) captures an eastbound freight astride the French
River bridge. The elements have battered the stone and concrete
abutments
with scour, ice, currents and general floating debris.
The village ofTatamagouche is about two(2) miles away. This
intriguing name means
the meeting of the waters in the
Micmac Indian tongue. In picture 2 (two) the westbound
counterpart led by engine
# 3105 is idling midst the tall grass in
front of the station. Canada Gazeteer Atlas lists the village
population
as 636 people. Picture 3 (three) shows something of
the languishing age and architecture of this once multi-purpose
station.
Please let
me quote from a letter from Claire B. Miller of the
Musquodobit Railway Museum, in which he refers to the
C. N .
Line and to the Tatamagouche station;
This particular
railroad
is part of the Canadian National system and, in fact,
has always been publicly owned and operated.
It was originally
built in the late 1870
s as a branch of the Intercolonial Railway.
As you probably know, construction of the Intercolonial
Picture 1 (one). Eastbound freight train on French River
bridge.
Photo by Norris Adams.
Railway by the Dominion Government was a condition set by
Nova Scotia for joining Confederation. Nova Scotia joined
Confederation and almost within days
of July 1, 1867 work
began at Truro on the new railway.

The line you ask about leaves the main route at Oxford
Junction (in Cumberland
County), goes east to Pugwash
Junction (with a spur to Pugwash) then travels along the
Northumberland Strait through Tatamagouche and
Pictou,
CANADIAN
100
Picture 2 (two). Train at Tatamagouche station in 1984.
Photo by Norris Adams.
Picture 3 (three). Tatamagouche station in rather
dilapidated condition.
Photo by Norris Adams
1984.
R A I L
Picture 4 (four) The CNR railway station as it appeared in the early 1970 s. Note that the order board has been removed. The
station would later see life as a shop for antiques, handcrafts and souvenirs. Built by the Intercolonial Railway about 1890, the
sattion was
in continuous service for the C. G.R. and later the CNR until 1973 when the station was closed.
Picture 5 (five) During the 1950 s the regular passenger train on the CNR Short Line in Nova Scotia consisted ofa venerable oil­
electric and a lightweight traile
r, the latter forpassengers. Unit 15843 was built by National Steel car in 1931 for baggage-and­
express service. The SpC was powered by a 300 h.p. Beardmore engine. This view, taken on 3 July 1956, shows the train at the
Tatamagouche Station for what
was one of the last trips for CNR. unit 15843.
.. : r r
~
-;I
.,
-…… ..
Picture 6 (six). The J rd of July 1956 was a beautiful, sunny
day. H. B. Jefferson (later a vice-president
of the Society) awaits
the arrival
of the train. A baggage wagon is piled with some
luggage. Note: the clutch
es of milk cans. ,.
tenninating at New Glasgow. There it joins up with what was
the
Eastern Extension Railway. a privately built line between
New Glasgow and Mulgrave on the Strait of Canso, which was
made
part of the Intercolonial in 1883. Initially, it seems,
Confederation and the Intercolonial did bring the promised
growth
in prosperity. The Oxford Branch( or, as it was locally
called, the
Gulf Shore Railway) carried passengers and goods
from along the Northumberland Strait, including salt from
Pugwash, sandstone from
Wallace, fann produce from around
Tatamagouc
he, lumber from Earltown. coal from Pictou, steel
from Stellarton. and other manufactured items.
I am grateful also to R.D. TelU1ant,
Jr. Secretary &
Archivist of the Scotian Railroad Society for the 3 large B & W
photos taken at the Tatamagouche station. Railfans and historia
ns will like the Oxford Sub -its by no
means -overly hasty -top speed for
its 79.4 miles is 20
m. p . h. It is quiet and beautiful country. lovely sescapes,
stations and bridges – A photographers delight and exhilorating
for the eager historian.
TIME TABLE NO. 85 -MAY 29th. 1983
WESTWARD
[lAt~r::o TRAINS
I
OXFORD .,
5~ SUBDIVISION
:t ~
H
~ Stations I!~ >0
1
J< ..... ,~~_ •• SIll>.
<, ... ST£Ll3~~TON .
…. W[S~Y~LlE..

GRAtolON .. .,PI.
!
8ROWI/POIT ..
t
£6,3 , ..
.. .. .. LYOH ::OOK ..
……. .. …… SC01~~~URN .•
… RIVER JOHN.
,,.,
12.
… ,_ T … TA … ~~OUCHE .
… MAL~~ASH ..
.W,,L,ACE
,
.. PUOWASHJCT ..
.J
.. …… CON~.~lllS,

oi
oxrOAO
,,.,


.. … OXFOROJCT . …. KYl.
00 Jet ,11~ S9l1t19~1~ Sub.
Ruln41 an644 IppHcable.
OXFORD SUBDIVISION FOOTNOTES
UNIFORM CODE
OF OPERATING RULES
I. SPECIAL INSTRUCTIONS
Stella non and track lA·53. located at mileage
74.69. at a speed nol exceeding 10 mHes per
hour.
Sy$I~, 1.1(d) -Applies on entire sVbdlvision
12
GENERAL OPERATING INSTRUCTIONS­
Form 696-
lIem 17.3 (10) applies 10 westward trains
between mlleage 3.0 and mileage 0.0, and to
easlwtlld Ira ins between mileage 5.1 and
mileage 54
GENERAL FOOTNOTES
2.1 ~~9J~~t~t~~!~~~h~::~.ecllon or Track Units
Sections 10.0. 11.0 and 12.0 applicable.
EOUIPMENT RESTRICTIONS
3.1 Heaviest engine permilled MA·18 B. f and g
Class.
3.2 H
eaViest auxiliary crane permitted 120 ton
capacity.
Heaviest auxiliary crane per milled over bridge
mileage 7<1.5. 15 Ion capacity.
33 Heavl
esl car permitted gross weight 220.000
Ibs. except thai cars 01 a gross weight 01
263.000 Ibs may be handled belween
~:~V~~~~SC~~i~~;7;i~o~;~r .. ~~I~;:, ;;~:~y:
gross weight of 220.000 Jbs are per milled
prO/lded [he distance between tluck centres IS
equal 10 or greater than 28 feel.
SPEEDS
4.1 Mileage
0.0 to
79.4 zone ……. .
15.9 East Wye Switch
~~.r(fr~~g~CI.. : .
485 Budge
67.410683
13.51075.6
745 Bridge …….. .
19
.2 Soulh Foord St
cr
ossing. SteUal1on.
until ClosSlng
occupied (6 O. 890(4)
Mlle5 per hour
AU trains
.0
10
15
15
5
15
10
Our MeIIlber Lon Marsh Writes:
I READ THE STORY CALLED A FATEFUL COINCI­
dence in the March -April 87 Can. Rail with great
interest as a member
of the Titanic Historical Society.
As well
as Mr. Charles Hays, also aboard the Titanic were a
couple of other notable railway figures.
These were
Mr. JOHN B. THAYER, Second Vice­
President of the Pennsylvania Railroad with his wife
& son
(JOHN JR.) and Mr. GEORGE D. WIDENER, a son of the
Philadelphia streetcar magnate,
Mr. P.A.B. WIDENER.
Both men perished on that fateful night.
Mrs. Thayer was so numbed
by cold & misery in lifeboat #4
that she didnt notice her son John Jr. alongside in lifeboat
# 12. Mrs. Widener and her maid also survived.
On their arrival
in New York a few days later aboard the
rescue ship Carpathia (there were appro x . 706 survivors),
Mrs. Widener was met not by automobile but by a special train
consisting of a private Pullman, another car for ballast, and a
locomotive.
Mrs. Charles Hays was met by a special train too, including
two private cars and two coaches for the trip to Montreal.
Mr. Hays body was later recovered among others and taken
to Halifax aboard the cable ship
MACKAY -BENNETT and
put aboard the private car
CANADA to be taken to
Montreal
for burial.
On page
81 of the 1912 edition (memorial edition) of:
Wreck of the
Titanic is a large photo of Mr. Hays with the
caption:
Mr. C. M . HAYS, President of the Grand Trunk
Railroad, who lost his life,
Mrs. Hays and daughter Margaret
were
saved .
From the 1912 edition called
The Sinking of the Titanic and
Great Sea Disasters (illustrated edition) , page 30 is a young
photo
of Charles M. Hays with black hair & beard captioned:
Charles M. Hays -President
of the Grand Trunk and Grand
Trunk Pacific Railways. Numbered among the heroic men
who
willingly stood back to make room for women & children in the
lifeboats of the
Titanic .
In a chapter of this same book
called Some of the notable
passengers , very high praise
is made of Mr. Hays: Another
person
of prominence was Charles Melville Hays, president of
.. …
the Grand Trunk and the Grand Trunk Pacific Railways. He
was described by Sir Wilfrid Laurier at a dinner of the Canadian
Club
of New York, at the Hotel Astor last year, as beyond
question the greatest railroad genius
in Canada, as an executive
genius ranking second only to the late Edward
H. Harriman.
He was returning aboard the Titanic with his wife and son -in­
law and daughter,
Mr. and Mrs. Thorton Davidson, of
Montreal .
To quote another passage from this same book which refers to
the arrival
of the survivors in New York: The Pennsylvania
Railroad sent representatives to the pier, who said that the
railroad had a special train of nine cars
in which it would carry
free any passenger who wanted to
go immediately to Philadelphia
or points west. The Pennsylvania also had eight taxicabs at the
pier for conveyance
of the rescued to the Pennsylvania Station,
in Thirty -third Street .
From Walter
Lords 1955 illustrated edition of: A night to
Remember, on page 100 is another photo of Mr. Hays with
the caption:
Notable Passengers on Board the Titanic .
Major
A. PEUCHEN of the Canadian Rifles, photo also
appears on this page.
All these gentlemen were
in first class.
Its amazing what ships and railways seem to have in
common! I thought your members would be interested in this bit
of Titanic -Railway trivia.
c:::::::J == == =c:::J==
I . ., , I
: kU~ U_ .. ____ _ .. _ .. __ ._ … -2# .. _ .. _ .. _ .. _ _ .. -..
I .. —–.–.-69:0;- —_. -.j I
~-._ .. _. _____ . ___ . __ .. _7&:.t·____ ~—–=-~~–1
OFFICIAL CAR· OF THE GENERAL MANAGER, GRAND TRt;NK RAILWAY.
/}~ …. ~
IfJtJlJJnft,at liai[y Jta~ ~~;::;,~:::,;,~,
-;V;;:O;;LcX;C·L;-;IV~ .. ;;N:;:-;90:;:.——w_-,–,.,–_–W-R .. .:.,.,.Il—-:cJl::O:::~ -.o5D.lT • ..DBIL IV. 1912.· : Tocal.o-~~~e: CEST.
A~ISMS. I
~~;~~~i
QROOLATlON Of STAR!
THE TITANICS PASSENGERS SAFE
TITANICS ACCIDENT MADE j11iE ~AN(C ANDCHART SHOWING POSTION AN~ TIJAT OF RELIEVING SH~
SREAT· STIR IN MONTREAL[ . ,
!5nwal Well·Known ROIKMnt.l of thia City Amonl
the P-….eriaert-Mr. C. M. Han an ttwrUrtI to Canada—MT • .And Mr.. ThorutOD,
DamaoD, M .. H. Markland Molaon. aocl Othert
-Shippin, Circle. Komly Intetelt~How the·
New. Came Into Montrul.
EDITORS NOTE
Parisian, of the Allan Line, and
Carpathia, of the Cunard Line.
First to Reach the Stricken Ship,
, rake Off Passengers
jVIRGINIAN IS TOWING
TITANIC INTO AUF AX
~;rut.e.t Ship in the World, Which Coat SlO,OOO.~
000 to Build, Cornea to Grief on Her MaidMt
. Voyawe Acrou 1M Atlantic, By Strikinll .n Ie.
be.. off the Co..at of Newfou.ndllLnd.
(~lIIsn. ~. .. llrll __ It h hHu IIIt Ih~ tbf TIIRnl1 I Utlf t..nk lowtd to IJIIJlfa:< b:r
Ibe ·Irgllliau.
Htw Yo,). Aprtll6, 11.30 .II:I.-fh, 1 • u,~ .. hom 1111 dl.l.bltd Til. ole ta ,hr …. , .d ….. ly
tJo., Ind. hi. • ..tr-..47 btn lake.. ,bo .. rd. lbe 11 …. 1:1.1
O.rp.alhJ,.
Hew, ot 11100. Ir ….. ttl at cUal.l!td • wiNlen d ••
• puch r-.~Ied b, P. A .•. PUUila, VlcI. .. ld.,,1 of lit
WltJIe alu Lla~, troll:l O .. pula J4I1oc.l!. fir Ole .. mlhl,
OI,.,I~ …. bleh ta a.ulD, IIIe fItallk. Till 111,.1, .. 4 ••.
p.~b OIl Ihl Ih, .I .. rolblpa PArlIl … I.Id O….,..Ibi. ~
la .. nl=d.u lIpoa ,be TI,ulo .. ad lb., IWtol1 bo.ILoMI
or lbe fI1 .. ulcl p.t,.Iu …. ,. ha … ~&dt Hea , .. lin ,kUll
IbeOatp.aIIl.l •.
fh d .. p.lcb flTtkor ItalN Ib lhe Ila.hlo II e-&rlaI
Uu fIL&.nlQ.
awen .. . N ….. Aprlll&, 11 I. ro. _ WII, .. <>CIa.
1fI …. ltUI01l ….. nhblLabed 10 -ilb Ihl Wblll 81.&r ………
IlI.lpOl;Jwlplclu7I.o.,,-…. ••… _. …. .

Ih, fI~I:lTmpID II nllhllt, 10 Iht .111 !,_ her .taw N1),
• A~r4JD, 1.0 l.b(orm.lIoD trDro lbe Olna,tt. Ih. 4.a.m ….
.. 10 lbe TlllOlo II .711.1, •.
, O
.plai.JI llrollh ulIOUud hu bt 0-.101 Ind bll ~
. IU,trl 1.0 Ih toni .hl, lbal .. niud.
The mention o/the TITANIC disaster in the last issue has resulted in more interested comment/rom the members than any other
article
we have printed, This shows that the story o/the TITANIC is still o/very great interest to people after 75 years, all the more
so in view
0/ the recent discovery of the wreck, Since we printed copies of the front page of the Star for Saturday April 13 and
Tuesday April 16 1912, several inquines have been received asking what the issue of Monday Apn115 (the actual day of the
sinking) looked like, A lways ready
to please, we present that page herewith, At that time the truth had not been realized that the
great ship had actually gone down
and reports were that the passengers were safe, These hopes were, of course, soon dashed as
further news came in, Besides thefalse hope raised, this page is interesting too in view of the information given about the TITANIC
and its passengers, includingphotos ofMr, Hays, hisson-in-law Thornton Davidson, as well as Mr, H, MarklandMolson, All
three of these gentlemen were lost.
Public Archives
o/Canada, Photo L-3269,
A Mystery From Argentina
Mr. Angel Ferrer 0/ Rosario Argentina sends these photos o/Canadian-built flatcars running on the
Argentine railway system. Builders plates attached
to the cars indicate that they were built by the
Canadian Car
& Foundry Co. in 1945, yet they were delivered to Argentina only in 1948. Where were
they during the intervening three years? Mr. Ferrer surmises that they may have been intended/or the
U. S. S.R. as paIt 0/ an aid deal which ended with the termination 0/ World War II in 1945, the year
the cars
were built. Evidently they were never delivered to Russia as intended, and were later sold to
Argentina. Both Argentina and the U. S. S. R. have broad-gauge track, but that 0/ Argentina is wider,
being
5/eet 6 inches (1676 mm.), the same as the old Canadian Provincial gauge 0/ the mid-19th
century. Thus the cars must have been converted
when they went to Argentina. In these/our photos we
see some o/the Canadian-built flatcars in several roles in service. The car in photo 1 is arranged/or
container conveyance
at the Farm and Industry exhibition in Rosario in August 1970. Photo 2 shows a
road
van on a flatcar in May 1980. In photo 3 we see car 828004 in piggyback service in June 1983,
while photo 4 depicts one 0/ the cars fitted with a 50,000 litre water tank lor station supply in September
1986.
Allphotos were taken by Mr. Ferrer in Rosario. Many o/the Canadian-builtflatcars are still in
service.
1/ anyone knows the full story 0/ these cars we would be very interested in knowing it.
~
CRHA
~~
coniniurllcations
Canadian Railroad
Historical Association
Annual Awards
AN ANNUAL AWARDS PROGRAM HAS BEEN
authorized by the Board of Directors of the Association, to be
known as the CANADIAN RAILROAD HISTORICAL
ASSOCIATION ANNUAL AWARDS.
The purpose
of the awards program is to recognize and
honour individuals whose endeavours have contributed during
the previous year to recording and /
or preserving the artifacts of
historical value of Canada s railways. One exception will be the
ACHIEVEMENT AWARD which will be presented to a
person for a significant contribution over a period of years.
Many societies have had their own awards program whereby
medals and other honours are presented to persons who have
contributed to the aims and objectives
of that society. Examples
are the Royal Canadian Geographical Society, the National
Geographic Society, and the Railway and Locomotive Historical
Society. Our own Toronto and York Division has presented a
certificate annually to a member for outstanding contributions
to the Association .
Categories
of Awards:
1 . Achievement Award: (as noted in paragraph 2) to a person
for a significant contribution over a
period
of years.
2. Article Award: a) for an article published in Canadian
Rail, or Division periodical.
3 . Book A ward: b) for an article published in any
magazine or periodical. for a book
published
in the award-year.
4. Preservation Award: to a person or group of people, for an
outstanding preservation activity
in
Canada in the award-year.
The recipient
of the Award will receive a Certificate bearing
the Associations name, its corporate seal, the name
of the
recipient and the signatures
of the Associations President and
the Chairman of the A wards Conunittee.
A Panel of Judges will be selected by the committee. They
will be chosen
for their known interests and qualifications in the
Awards category. Every effort will be made to ensure the
national scope
of the Awards.
Nominations for Awards will be accepted from members of
the Association and others interested in railway history. Ideally
nominations should be
in the hands of the Conunittee by the end
of March in the year following the award-year. All submissions should give the name
of the nominee and an assessment of the
nominees achievements.
The names of the recipients of the Awards will be announced
on or about the end
of June of the year following the award-year
at a public function, if possible, and in Canadian Rail. Awards
will be presented to the recipients
in person whenever possible.
Additional categories
of Awards are contemplated and
suggestions for future Awards are solicited. Awards
in all
categories may not
be presented every year.
Communications
PACIFIC COAST DIVISION: THE DIVISION PROVIDED
a display in the science section of the Vancouver Public
Library during the first weeks of
May. The purpose of the
display was to add attention to Vancouvers celebration -the
reinactment
of the arrival of the citys first revenue passenger
train one hundred years
ago in May 1887 . The display consisted
of old photos, newspapers and magazine stories, letters and
railway timetables.
The Division has acquired its frrst piece of rolling stock:
Canadian National sleeper «Resolution
Island». The car was
built by Canadian Car and Foundry
in 1923 for CN as sleeper
# 1588 with
12 sections and 1 drawing room. It was named
«
Woodstock» . In 1954 the car was converted to 8 berths and 4
sections and was renamed «Resolution Island» as
#2186.
TORONTO & YORK DIVISION: The Divisions rolling
stock has been moved from Harbour Front and
is sitting in a yard
awaiting disposition.
It is hoped that most or all of the
equipment can
be moved to the Rideau Valley Division in
Smiths
Falls. The T & Y Division received much assistance
from various organizations
in moving the equipment, particularly
CN Rail, not to mention the hard work done by some members
of the Division.
NEW BRUNSWICK DIVISION:
DURING DECEMBER AND JANUARY A GROUP OF
Moncton members of the division have been busy ruMing
several snow -plow
extras in order to keep eleven miles of
track plowed and cleared of snow at the Salem and Hillsborough
railroad. This work
is being carried out in anticipation of limited
steam train excursions
in 1988. On Saturday December 20th
1986 the railroad ran two steam excursions to Salem and return
with
EX CN-4-6-0 #1009 and three coaches. Over 300
adults and children rode the two trains and enjoyed meeting
Santa Claus.
Plans are progressing for the 100th Anniversary of EX 4 -4 -0
CP # 29 . The celebrations will be held on Saturday and Sunday
of Labour
Day weekend . We will be operating two days of
double-headed steam train excursions using EX CN 4-6-0
# 1009 and EX DEVCO 2-6-0 #42 (presently being
retubed) . Two photo runs will
be made on the return journey to
Hillsborough a night photo session will be held featuring all three
steamers plus
ALCO RS 1 #8208 and GM NW2 #7941 both
1st generation diesel switchers. A gourmet evening banquet with
live musical entertainment will
be featured aboard the sunset
dining and lounge train as we travel on a 3
Y2 hr. return evening
excursion both evenings. All members
of the C. R. H . A. are
welcome
as this will be the steam event to be long rembered.
Hillsborough has excellent camping, motel, and bed
&
breakfast facilities in addition to sleeping quarters aboard our
own sleeping cards for the economy minded. Moncton
is
serviced by both VIA and Air Canada connections and we offer
free transportation by bus
Ivan to the railroad complex. More
information can be obtained from the Salem and Hillsborough
Railroad box
70, Hillsborough N . B. EO A I X 0 .
By: Richard
E. Viberg
WINDSOR & ESSEX DIVISION
THE DIVISION HELD A « SAVE THE STATION)}
rame in March which, following the payment of the prize,
netted them over
$600 towards the necessary funding for the Essex station. The Division
is hoping that ownership of the
station can be transferred by the end
of the year.
The Divisions newsletter
« The Semaphore» has expanded
recently with additional pages and improved reproduction
of
photographs. Rail news for the southern Ontario region is more
extensive than ever and there
is a comprehensive list of sightings
covering a 2 month period. The editor
is Ken Garber who also
doubles as the Divisions Treasurer / Secretary.
AN APOLOGY
The editorial commillee oJCanadian Rail apologizes Jar the poor quality oj
many oJthe photos in the March-April issue. TheJaultwas due to the plates
Jrom which the magazine was printed,
and lVe have taken steps to ensure Ihat
the quality control inspection
is tightened up. In the meantime nelV plates
have been prepared, at
no cost to the Association, and it isproposed to print a
number
oj copies oJthe issueJrom the good plates. IJ any member wishes to
exchange his d
eJeclive copy Jar one oJlhe lIelV ones this can be done. Simply
return the old one and lVe lVili arrallgeto replace it at no charge. Please let us
know as soon as possible so
we will have an idea oJhow many replacement
copies to print.
New Members for Year 1986
No.
No. No. No.
3487 Nelson, Brian 3520 Mudgett, Kenton 3553 Neil, Paul 3586 Green, William
3488
Timoleon
T.
3521 Geisler, Steven 3554 Elliott, Dale 3587 Gorka, Martin
3489
Stokes
R. 3522 Hilliers, John 3555 Tordoff, Arnold 3588 Town of High River
3490
Stack, John 3523 Ouellet, Jean Pierre 3556 McMenamin, Patrick 3589
Nauta, Andrew
3491
Anderson, Doug. 3524 Piras, Massimo 3557 Smith, David
L. 3590 Clement, Louis
3492
Sebastian, Ronald 3525 Clow, Robert 3558 Lake, Kenneth W. 3591 Fleming, Meredith
3493
Luard, Claude 3526 Procyk
J. 3559 Fishback, David L. 3592 Manchulenko, George
3494
Spaull, Pip. 3527
Jean, P. 3560 Harrow, Brooke 3593 Nash, Randy
3495
Rittmeyer, June 3528 Robinson,
R. Louis 3561 Krueger, Dieter 3594 Castle, Calvin
3496
Goodlake, T.
H. S.
3529 Leidenberger, S. 3562 Falconer, Kenneth 3595 Buries, Gene
3497
Byrne,
Chas. J. 3530 Hall, Alan 3563 Porteous, Barry 3596 Schneider, Mrs. Edna
3498
Edwards, Ken. 3531 James Jerome Hill Library 3564 McDonald, Ronald 3597 Dengate, Wesley
3499
Webber, Clinton 3532 Thorsen, Erik
R. 3565 Gendron, Gerard 3598 Best, Eileen
3500
Hughes, David 3533 Mesler, Bruce 3566 Baskin, Edwin 3599 Thompson, John
3501
Creighton,
W. D . 3534 Port Moody Station Museum 3567 Prentice, Roger 3600 West, Brian
3502
Pomeroy, Tim. 3535 Zvidris, Joris 3568 Adkins, John 3601
Fouler, Carl
3503
Harte, James E. 3536 Kaiser, Ronald 3569 Johnston, D. James 3602 Lobb, Richard
3504
Kelly, Francis 3537 Keel, Urs 3570 McIntyre, Roy 3603 Vezina, Raymond
3505
Penney,
A.R. 3538 Radke, Neil 3571 Moore, William B. 3604 Stanton, John
3506
Beliveau, Roger 3539
St-Arnaud, Jacques 3572 Real, Roderick 3605 Ludwig, Richard
3507
McLean,
R.A. 3540 Milot, Roger 3573 Smith, Horace 3606 Steels, Jack
3508 OShaughnessy, Richard 3541 Barrett, Ross. F. 3574 Sutton, Gerald 3607 Allen, Robert
3509
McLean, Doug. 3542 Corbeil, Gilbert 3575 Whitwell, Kenneth 3608 Hardie, Robert
3510
Levesque, Guy 3543 Abram J .V. 3576 Lemoyne, Jean 3609 Knox, Rev. James
3511
Naylor, Shawn 3544 Giles, Earle 3577 Noriega
M.
3610 Parker, Douglas
3512
Strong,
Wm.H.
3545 Gross, Barry 3578 Tugwell, Ian 3611 Spotswood, Richard
3513
Moravec,
Pat.
3546 Hanslip, Mark 3579 Creighton, Willis
3514
Robinson, David 3547 Howarth, Tom 3580 Klefos, Kristan
3515
Mouse, James
R.
3548 Duquette, D Arcy J.
3581 Head, David
3516
Parkin, Shawn 3549 Johnson,
J. H . 3582 Adams, John
3517
Dyment, Peter 3550 Sims, Harry 3583 Bruehler, Philip
3518
Hiscock, Roy 3551
Ford, Stephen 3584 Gooch, Dr. Bryan
3519
Scott, Ian
W. 3552 Dalton, John (Caboose Cafe) 3585 Lofthouse, Peter

The.
car
Amtrak to suspend
New England route
MONTPELIER, VT. -BECAUSE OF THE DE·
teriorating condition of the track, Amtrak plans to suspend
indefinitely ils Montrealer passenger train., which crosses
New England on twice-daily trips between Washington and
Montreal, Quebec. Sen. PalIi!;k Leahy(D-VI.) said Sundar,
.. They called me today 10 say they plan 00 announcing the
cancellation
of the train service this week, Leahy said.
Amtrak spokesman Clifford Black said he could n
ot discuss
plans for the Montrealer. but that a decision had been
made.
Montrealcr service has been curlllliled since April 5. when
nooding in southern Vernon! prompted Amtrak to m;:kc
Springfield, Mass t
1
11! northern terminus, busing passen~ers
between there and Montreal.
The train hAd been scheduled to resume its full run soon.
But a disput.e involves the condition
of tfack between
Springfield and Windsor. Vt., Qwned by t1le Boston and Maine
railroad. Amtrak feels the Boston
and Maine is not proFerly
maintainin& the track, even though
Amtrak pays (or the
work.
Source: The Milwaukee Scntinnl
Monday. May 4, 1987
Time to scotch
the
Montrealers jinx
THERE IS A JINX WITH A LIFETIME PASS ON THE
Montrealer. the night train that connects this city with New
Yo
rk and Washington, when it runs. It isnt running oow ,
and
it may never run again.
And that is a pity. because it has been and could be once
morc the best way to get from here to there. A plane is fast
er. of
cou.rse but the ride is nol an experience anyone wants 10
remember. The beSt thing that can happen on a plane flight is an
hoor ()( two of amnesia.
On the tr
ain. before Ihejinx got 10 work , you could enjoy the
scenery, read. a book, have a
good dinner, have your bed made
up when you were ready. have your shoes shined while you
sl
ept, and wake up pampered and refreshed. An ovemight train
trip on
ce was a mini-vacation in itself, a refreshment between
the workaday
lives at either end of the line. The Montr
ealer, to he sure, hasn I been like that for some
years, but it could be, given good cars, a good roadbed, and
IJ)Od service.
It is the roadbed that threatens the Monllealer now. iL~
condition made worse by flooding in southem Vermonl lasl
month that forced the lIain
to end its run al Springfield. Mass.
Amlrak, which operales the train, indicates that the Boston and
Maine railway. which owns the Irack between Springfield and
Windsor,
VI., does such poor maintenance work. that the train
may have
10 be cancelled.
Facing that possibility. there
is little that most Canadians
can
do other than lobby and hope. Canadian National, which
owns the track between here and White River Junction, Vt ..
already
is doing that. It could. perhaps, offer to buy the ailing
roadbed from the
B& M, but so far that is not being
considered .
About that jinx . Last year it closed down the Irain for most of
May because of a strike. Thee months later Amtrak was
threatening
10 cancel the service because of high CN operating
charges on this end.
That was stra,ightened out, only to have
would-
be passengers face the new shutdown now.
Even
ifit dies, the train, unlike us, could be revived, and
perhaps even come
clOSe 10 paying its way. but for that it would
nced
not only a good roadbed but &oed service. Why sbouldn t
an ovcrnight train serve as good a meal as a hotel? This city will
be the I~r if it doesn I.
Source: Gazelle
May7.1987
AS STATED IN THE ANNOUNCEMENT OF THE
Canadian Railroad HisLOricaJ Association Annual Awards
as published elsewhere in l
his issue or Canadian Rail, the
,
….. ards will be given for the topics as announced for 1987.
Please make it a point to remember and record all that you
read lhis year on these
IOpics so that they will be fresh in your
mind early in 1988 when you submit your choices for A wards for
the year
1987 .
Your comments and suggestions arc t;1rnestiy requesled by
you Award
Committ«. prese,.!y cnnsisling of Dr. Roher:
V.V. Nicholls, and Me~Sr5. William LeSllrf and Walter
Bedbrook.
Selection
of judges and additionaJ pl:mning is still underway.
so walch Communications for further information in future
copic~ uf Canadian Rail.
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